Multi-terrain adaptive cushioning tracked vehicle chassis structure

Abstract

The application discloses a multi-terrain adaptive buffer damping crawler vehicle chassis structure and relates to the technical field of crawler chassis. Two crawler frame bodies are fixedly installed on the front and rear outer walls of the chassis vehicle box. The floating walking mechanism comprises a supporting wheel rocker arm, a crawler supporting wheel and a hydraulic damping assembly. Through the cooperative work of the supporting wheel rocker arm, the crawler supporting wheel, the hydraulic damping assembly, the crawler frame body and the crawler body, each supporting wheel rocker arm can independently swing up and down around the hinge point, the crawler supporting wheel can realize adaptive floating according to the terrain fluctuation, the crawler body can uniformly adhere to the ground in the whole process, the ground pressure distribution is stable, the problem of skidding and sinking of the rigid suspension is fundamentally improved, the ground impact is effectively buffered, the whole machine vibration is reduced, and the stability and equipment reliability of complex ground operation are ensured.

Description

Technical Field

[0001] This invention relates to the field of tracked chassis technology, specifically to a multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure. Background Technology

[0002] Tracked corn harvesters are agricultural machines that use rubber tracked chassis as their walking device and can harvest corn ears or kernels in one go. Compared with common wheeled harvesters, their tracks have a larger contact area with the ground, which can significantly reduce the pressure on the soil. Therefore, they have excellent anti-slip and anti-sinking capabilities, as well as good maneuverability and passability. They can adapt to a variety of complex farmland environments, effectively avoid the problem of getting stuck and slipping, and greatly improve operating efficiency. They play an important role in the mechanized harvesting of modern large-scale corn planting.

[0003] However, when existing tracked corn harvesters operate in complex terrains such as hilly areas and muddy waterlogged areas, their chassis mostly adopt a rigid suspension structure. The support rollers cannot adapt to the undulating terrain, which easily causes uneven distribution of ground pressure, resulting in slippage and getting stuck. At the same time, the impact of the ground is directly transmitted to the machine body, which causes severe vibration of the working parts, affecting harvesting accuracy and equipment reliability. Summary of the Invention

[0004] The purpose of this invention is to provide a multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure to solve the problems of poor adaptability, easy slippage and getting stuck, large vibration and low reliability of existing tracked corn harvesters in complex terrain.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure, including a chassis box;

[0006] Two track frames are fixedly installed on the front and rear outer walls of the chassis box, respectively;

[0007] Multiple floating walking mechanisms are respectively installed in the middle of the inner wall of the two track frames;

[0008] The floating walking mechanism includes a support roller rocker arm, a track support roller, and a hydraulic shock absorber assembly. The support roller rocker arm is hinged to the inner wall of the track frame, the track support roller is rotatably connected to the lower part of the support roller rocker arm, and the two ends of the hydraulic shock absorber assembly are hinged to the track frame and the support roller rocker arm, respectively.

[0009] Two drive wheels are respectively installed on the right side of the inner wall of the two track frames;

[0010] Two driven wheels are respectively installed on the left side of the inner wall of the two track frames;

[0011] Two track bodies are respectively fitted onto the outer periphery of the corresponding drive wheel and driven wheel;

[0012] Multiple anti-slip ridges are evenly distributed on the outer surface of the two track bodies.

[0013] Furthermore, the hydraulic damping assembly includes a hydraulic damping cylinder, a piston rod, an adjusting nut, an adjusting ring, and a damping spring. The piston rod is movably inserted through one end of the hydraulic damping cylinder, the adjusting nut is threaded onto the outer wall of the hydraulic damping cylinder, the adjusting ring is installed at one end of the adjusting nut via a bearing, and the damping spring is sleeved on the outer walls of the hydraulic damping cylinder and the piston rod.

[0014] Furthermore, the hydraulic shock absorber assembly also includes a frame hinge seat and a rocker arm hinge seat. The frame hinge seat is installed at the end of the piston rod away from the hydraulic shock absorber cylinder and is hinged to the track frame. The rocker arm hinge seat is installed at the end of the hydraulic shock absorber cylinder away from the piston rod and is hinged to the support roller rocker arm.

[0015] Furthermore, the support roller rocker arm includes a rocker arm body, a shock-absorbing hinge hole, a track frame hinge hole, a weight-reducing groove, and a support roller mounting shaft. The shock-absorbing hinge hole is located on the upper part of the outer wall of the rocker arm body, the track frame hinge hole is located on the right side of the outer wall of the rocker arm body, and the track frame hinge hole hinges the rocker arm body to the track frame body through a connecting shaft. The weight-reducing groove is located in the middle of the outer wall of the rocker arm body, and the support roller mounting shaft is fixedly installed on the lower part of the outer wall of the rocker arm body.

[0016] Furthermore, an electrical control box is fixedly installed at the top of the front track frame, a hydraulic oil tank is fixedly installed on the left side of the bottom inner wall of the chassis box, and an engine is fixedly installed in the middle of the bottom inner wall of the chassis box.

[0017] Furthermore, a hydraulic pump is fixedly installed at one end of the engine, a hydraulic valve group is fixedly installed on the right side of the bottom inner wall of the chassis box, and hydraulic motors are fixedly installed on the right side of both the front inner wall and the rear inner wall of the chassis box.

[0018] Furthermore, one end of the shock-absorbing spring abuts against the end face of the adjusting ring, and the other end abuts against the end of the frame hinge seat. The inner diameter of the adjusting ring is larger than the diameter of the hydraulic shock absorber, and the outer wall of the hydraulic shock absorber is integrally provided with a threaded strip.

[0019] Furthermore, the rocker arm body is configured as a triangular frame structure, and the rocker arm body is hinged to the rocker arm hinge seat through a shock-absorbing hinge hole. The rocker arm body is hinged to the track track roller through a track roller mounting shaft, and the outer wall of the track track roller is in contact with the inner wall of the track body.

[0020] Furthermore, the output end of the hydraulic motor is fixedly connected to the inner wall of the hub of the corresponding drive wheel via a spline, and the hydraulic valve group is connected to the hydraulic oil tank, the hydraulic pump and the hydraulic motor respectively via oil pipelines.

[0021] Furthermore, the electrical control box is electrically connected to the hydraulic pump, the hydraulic valve group, and the hydraulic motor, respectively.

[0022] Compared with the prior art, the beneficial effects of the present invention are:

[0023] (1) Through the coordinated work of the track roller rocker arm, track track roller, hydraulic shock absorption assembly, track frame and track body, the track roller rocker arm can swing up and down independently around the hinge point, so that the track track roller can achieve adaptive floating with the terrain undulation, ensuring that the track body is evenly attached to the ground and the ground pressure distribution is stable throughout the entire process. This fundamentally improves the slippage and getting stuck problems that are prone to occur in rigid suspension, while effectively buffering the ground impact, reducing the vibration of the whole machine, and ensuring the stability and reliability of the equipment in complex terrain operations.

[0024] (2) Through the coordinated work of hydraulic shock absorber, piston rod, adjusting nut, adjusting ring and shock absorber spring, the preload of shock absorber spring can be adjusted by adjusting nut and adjusting ring. Combined with the hydraulic buffering effect of hydraulic shock absorber and piston rod, the buffering force and support rigidity can be flexibly matched, which greatly improves the adaptive shock absorption capability of chassis in hilly and mountainous areas and muddy and waterlogged road conditions. It realizes the adaptive buffering and shock absorption adjustment of chassis for different road conditions and loads, so that chassis can match the optimal buffering characteristics in real time according to road conditions and working load.

[0025] (3) The present invention uses electro-hydraulic coordinated control of the electric control box, hydraulic valve group, hydraulic motor and hydraulic pump. The electric control box receives the driver's steering command, vehicle speed signal and optional terrain sensor feedback signal, and can adjust the speed difference of the hydraulic motors on both sides in real time to realize differential steering and stationary steering, replacing the traditional mechanical steering structure, significantly improving the chassis steering flexibility, hill climbing and obstacle crossing ability and driving safety, and enhancing the adaptability to complex road conditions in multiple regions. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0027] Figure 1 This is a schematic diagram of the overall structure provided in an embodiment of the present invention;

[0028] Figure 2 A schematic diagram of the floating walking mechanism is provided for embodiments of the present invention;

[0029] Figure 3 An exploded view of the floating walking mechanism is provided for embodiments of the present invention;

[0030] Figure 4 A schematic diagram of the support roller rocker arm is provided for embodiments of the present invention;

[0031] Figure 5 A schematic diagram of the structure of the hydraulic shock absorption assembly is provided for an embodiment of the present invention;

[0032] Figure 6 A structural cross-sectional view of the chassis box is provided for an embodiment of the present invention.

[0033] Explanation of reference numerals in the attached figures:

[0034] 1. Chassis box; 2. Track frame; 3. Floating travel mechanism; 4. Drive wheel; 5. Driven wheel; 6. Track body; 7. Anti-slip ridge; 8. Electrical control box; 9. Hydraulic oil tank; 10. Engine; 11. Hydraulic pump; 12. Hydraulic valve group; 13. Hydraulic motor; 31. Track roller rocker arm; 32. Track track roller; 33. Hydraulic shock absorber assembly; 311. Rocker arm body; 312. Shock absorber hinge hole; 313. Track frame hinge hole; 314. Weight reduction groove; 315. Track roller mounting shaft; 331. Hydraulic shock absorber cylinder; 332. Piston rod; 333. Adjusting nut; 334. Adjusting ring; 335. Shock absorber spring; 336. Frame hinge seat; 337. Rocker arm hinge seat. Detailed Implementation

[0035] To enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0036] As attached Figure 1 To be continued Figure 6 As shown:

[0037] Example 1:

[0038] This invention provides a multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure, including a chassis box 1;

[0039] Two track frames 2 are fixedly installed on the front and rear outer walls of the chassis box 1 respectively. The chassis box 1 and the two track frames 2 are integrally formed, which can improve the overall strength and rigidity of the chassis, reduce assembly gaps and structural loosening, ensure stability and operational reliability during travel, and extend the service life of the whole machine.

[0040] Multiple floating walking mechanisms 3 are installed in the middle of the inner wall of the two track frames 2 to achieve a flexible connection between the chassis and the tracks, adapting to complex terrain undulations;

[0041] The floating walking mechanism 3 includes a support roller rocker arm 31, a track support roller 32, and a hydraulic shock absorber assembly 33. The support roller rocker arm 31 is hinged to the inner wall of the track frame 2, and the track support roller 32 is rotatably connected to the lower part of the support roller rocker arm 31. The two ends of the hydraulic shock absorber assembly 33 are respectively hinged to the track frame 2 and the support roller rocker arm 31.

[0042] Two drive wheels 4 are respectively installed on the right side of the inner wall of the two track frames 2, providing active driving force for track movement and ensuring the output of walking power;

[0043] Two driven wheels 5 are respectively installed on the left side of the inner wall of the two track frames 2, which work with the drive wheels 4 to tension the track body 6 and guide the track body 6 to rotate cyclically;

[0044] Two track bodies 6 are respectively fitted onto the outer periphery of the corresponding drive wheel 4 and driven wheel 5;

[0045] Multiple anti-slip ridges 7 are evenly distributed on the outer surface of the two track bodies 6 to improve grip on muddy and slippery roads and prevent slipping.

[0046] The hydraulic damping assembly 33 includes a hydraulic damping cylinder 331, a piston rod 332, an adjusting nut 333, an adjusting ring 334, and a damping spring 335. The piston rod 332 is movably inserted through one end of the hydraulic damping cylinder 331. The adjusting nut 333 is threaded onto the outer wall of the hydraulic damping cylinder 331. The adjusting ring 334 is installed at one end of the adjusting nut 333 via a bearing. The damping spring 335 is sleeved on the outer walls of the hydraulic damping cylinder 331 and the piston rod 332.

[0047] The hydraulic shock absorber assembly 33 also includes a frame articulation seat 336 and a rocker arm articulation seat 337. The frame articulation seat 336 is installed at the end of the piston rod 332 away from the hydraulic shock absorber cylinder 331 and is hinged to the track frame 2. The rocker arm articulation seat 337 is installed at the end of the hydraulic shock absorber cylinder 331 away from the piston rod 332 and is hinged to the support roller rocker arm 31.

[0048] The track roller rocker arm 31 includes a rocker arm body 311, a shock-absorbing hinge hole 312, a track frame hinge hole 313, a weight-reducing groove 314, and a track roller mounting shaft 315. The shock-absorbing hinge hole 312 is located on the upper part of the outer wall of the rocker arm body 311, and the track frame hinge hole 313 is located on the right side of the outer wall of the rocker arm body 311. The track frame hinge hole 313 hinges the rocker arm body 311 to the track frame body 2 through a connecting shaft. The weight-reducing groove 314 is located in the middle of the outer wall of the rocker arm body 311. The weight-reducing groove 314 is used to reduce the weight of the rocker arm, optimize the force distribution, and avoid stress concentration. The track roller mounting shaft 315 is fixedly installed on the lower part of the outer wall of the rocker arm body 311.

[0049] One end of the shock absorber spring 335 abuts against the end face of the adjusting ring 334, and the other end abuts against the end of the frame hinge seat 336, forming a stable pre-tightening support to ensure rapid buffer response. The inner diameter of the adjusting ring 334 is larger than the diameter of the hydraulic shock absorber 331 to avoid frictional interference with the hydraulic shock absorber 331 and ensure flexible adjustment. The outer wall of the hydraulic shock absorber 331 is integrally provided with a threaded strip to provide a reliable adjustment stroke for the adjusting nut 333 and ensure precise force adjustment.

[0050] The rocker arm body 311 is designed with a triangular frame structure, and with the weight reduction groove 314 in the middle, it reduces its own weight while improving the structural strength and stress stability. This allows each track support roller 32 to float independently and adaptively with the terrain undulations, ensuring that the track body 6 is evenly in contact with the ground throughout the entire process and that the ground pressure is stably distributed. The rocker arm body 311 is hinged to the rocker arm hinge seat 337 through the shock-absorbing hinge hole 312, and the rocker arm body 311 is hinged to the track support roller 32 through the support roller mounting shaft 315. The outer wall of the track support roller 32 contacts the inner wall of the track body 6, evenly supporting the track body 6 and ensuring that the track body 6 moves smoothly and in contact with the ground.

[0051] Working principle: During machine operation, the drive wheel 4 and driven wheel 5 synchronously drive the track body 6 to rotate cyclically. The anti-slip ridges 7 on the outer surface of the track body 6 are in close contact with the ground, increasing the grip and friction, and preventing slippage during travel and operation. When the chassis travels on uneven ground, the ground reaction force is transmitted to the track support roller 32 through the track body 6. After being subjected to force, the track support roller 32 rotates freely around the support roller mounting shaft 315, reducing friction and wear between it and the track body 6. At the same time, it pushes the support roller rocker arm 31 to swing independently up and down around the track frame body 2 with the track frame hinge hole 313 as the center. During the swinging process, the support roller rocker arm 31 will pull or compress The hydraulic shock absorber assembly 33 causes the piston rod 332 to reciprocate relative to the hydraulic shock absorber cylinder 331, using hydraulic damping to dissipate impact energy. Combined with the elastic deformation of the shock absorber spring 335, it further buffers vibration and prevents rigid impact from being transmitted to the chassis box 1. The operator can rotate the adjusting nut 333 to drive the adjusting ring 334 to move along the threaded strip on the outer wall of the hydraulic shock absorber cylinder 331, thereby changing the preload of the shock absorber spring 335. This allows for adjustment of the shock absorber stiffness according to road conditions and load, fundamentally improving the problems of traditional rigid suspension such as easy getting stuck, large bumps, and unstable operation. It significantly improves the ride smoothness, operational reliability, and equipment lifespan under complex road conditions.

[0052] Example 2:

[0053] This embodiment is basically the same as the previous embodiment, except that an electrical control box 8 is fixedly installed on the top of the front track frame 2, a hydraulic oil tank 9 is fixedly installed on the left side of the bottom inner wall of the chassis box 1, and an engine 10 is fixedly installed in the middle of the bottom inner wall of the chassis box 1.

[0054] A hydraulic pump 11 is fixedly installed at one end of the engine 10, a hydraulic valve group 12 is fixedly installed on the right side of the bottom inner wall of the chassis box 1, and a hydraulic motor 13 is fixedly installed on the right side of the front inner wall and the rear inner wall of the chassis box 1.

[0055] The output end of the hydraulic motor 13 is fixedly connected to the inner wall of the hub of the corresponding drive wheel 4 via a spline, ensuring reliable torque transmission, no slippage, and minimal power loss. The hydraulic valve group 12 is connected to the hydraulic oil tank 9, the hydraulic pump 11, and the hydraulic motor 13 via oil pipelines, forming a complete closed-loop hydraulic cycle to ensure smooth oil flow and stable pressure.

[0056] Working principle: The engine 10 drives the hydraulic pump 11 as a power source. The hydraulic pump 11 draws hydraulic oil from the hydraulic oil tank 9 and builds system pressure. The high-pressure hydraulic oil is delivered to the hydraulic valve group 12 through the oil pipeline. By adjusting the flow and direction of the hydraulic valve group 12, the hydraulic oil is precisely delivered to the hydraulic motors 13 on both sides, driving the hydraulic motors 13 to output torque. The hydraulic motors 13 directly drive the drive wheel 4 to rotate through the spline connection structure, thereby driving the track body 6 to achieve the movement of the whole machine. The hydraulic return oil flows back to the hydraulic oil tank 9 through the hydraulic valve group 12 and pipeline to complete the circulation. The electrical control box 8 provides the installation and control foundation for the entire hydraulic drive system, and can realize centralized control of power output. The entire hydraulic drive system has a compact structure and smooth transmission, and can provide stable and continuous walking power for the chassis. In conjunction with the floating walking mechanism 3, it further improves the smoothness of the whole machine's walking and its adaptability to operation in complex terrain.

[0057] Example 3:

[0058] This embodiment is basically the same as the previous embodiment, except that the electrical control box 8 is electrically connected to the hydraulic pump 11, the hydraulic valve group 12 and the hydraulic motor 13 respectively, so as to realize the integrated electro-hydraulic intelligent control and adjust the power output and steering action in real time.

[0059] The electric control box 8 has a built-in programmable control algorithm that can automatically switch control modes according to the working conditions. It can dynamically match the response characteristics of the hydraulic system in different scenarios such as field operation, road driving, and turning on slopes, and realize adaptive control under all working conditions.

[0060] The electrical control box 8 adopts a modular design, integrating a central control unit, signal acquisition module, power drive module and CAN bus communication interface. The modules are interconnected through a backplane bus to form a highly reliable distributed control architecture. The casing of the electrical control box 8 is equipped with a waterproof and dustproof sealing structure, and its shock resistance level is suitable for the high-intensity operating environment of agricultural machinery.

[0061] The electrical control box 8 has two working modes: manual operation and automatic control. In manual mode, it responds to the analog signal of the driver's joystick and converts it into a PWM control signal to drive the hydraulic valve group 12. In automatic mode, it autonomously decides the torque distribution strategy of the hydraulic motors 13 on both sides based on the parameters such as slope, undulation and track slip rate fed back by the terrain sensor, so as to realize anti-slip control and automatic slip limiting function.

[0062] The electrical control box 8 pairs of hydraulic pumps 11 adopt a closed-loop PID control strategy to monitor system pressure and flow in real time and dynamically adjust pump displacement to maintain the optimal hydraulic efficiency range. The hydraulic valve group 12 adopts a high-frequency PWM drive mode, with a valve core response time of no more than 50 milliseconds, to achieve high-precision adjustment of the speed of the hydraulic motors 13 on both sides. The speed of the hydraulic motors 13 adopts dual closed-loop control, with the inner loop controlling the speed of the hydraulic motors 13 and the outer loop controlling the vehicle speed, ensuring speed stability under variable load conditions such as starting on a slope and driving on muddy roads.

[0063] Working principle: The electrical control box 8 controls the operation of the hydraulic pump 11, hydraulic valve group 12, and hydraulic motor 13 in real time via electrical connection, forming an electro-hydraulic integrated intelligent control closed loop. During operation, the electrical control box 8 receives external steering commands, vehicle speed signals, and terrain sensor feedback signals. First, it controls the basic pressure and flow of the main oil circuit by adjusting the displacement of the hydraulic pump 11. Then, according to the operational requirements, it precisely adjusts the valve core opening and flow direction of the corresponding motors on both sides of the hydraulic valve group 12, thereby independently controlling the speed and rotation direction of the two hydraulic motors 13, so that the two drive wheels 4 form a precise and controllable speed difference, thereby achieving flexible maneuverability across the entire range from gentle cornering differential to turning on the spot. The power output response of the hydraulic motor 13 is faster and the control is more precise. Combined with the independent contouring and shock absorption functions of the floating walking mechanism 3, it greatly improves the chassis's steering flexibility, handling stability, and obstacle crossing ability in hilly terrain, muddy water, and narrow terrain, truly realizing electro-hydraulic cooperative adaptive walking and buffer shock absorption under multiple road conditions.

[0064] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure, characterized in that, include: Chassis box (1); Two track frames (2) are fixedly installed on the front and rear outer walls of the chassis box (1); Multiple floating walking mechanisms (3) are respectively installed in the middle of the inner wall of the two track frames (2); The floating walking mechanism (3) includes a support roller rocker arm (31), a track support roller (32), and a hydraulic shock absorber assembly (33). The support roller rocker arm (31) is hinged to the inner wall of the track frame (2). The track support roller (32) is rotatably connected to the lower part of the support roller rocker arm (31). The two ends of the hydraulic shock absorber assembly (33) are respectively hinged to the track frame (2) and the support roller rocker arm (31). Two drive wheels (4) are respectively installed on the right side of the inner wall of the two track frames (2); Two driven wheels (5) are respectively installed on the left side of the inner wall of the two track frames (2); Two track bodies (6) are respectively fitted onto the outer periphery of the corresponding drive wheel (4) and driven wheel (5); Multiple anti-slip ridges (7) are evenly arranged on the outer surface of the two track bodies (6).

2. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 1, characterized in that, The hydraulic damping assembly (33) includes a hydraulic damping cylinder (331), a piston rod (332), an adjusting nut (333), an adjusting ring (334), and a damping spring (335). The piston rod (332) is movably inserted through one end of the hydraulic damping cylinder (331). The adjusting nut (333) is threaded onto the outer wall of the hydraulic damping cylinder (331). The adjusting ring (334) is installed at one end of the adjusting nut (333) via a bearing. The damping spring (335) is sleeved on the outer walls of the hydraulic damping cylinder (331) and the piston rod (332).

3. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 2, characterized in that, The hydraulic shock absorber assembly (33) further includes a frame hinge seat (336) and a rocker arm hinge seat (337). The frame hinge seat (336) is installed at the end of the piston rod (332) away from the hydraulic shock absorber cylinder (331) and is hinged to the track frame (2). The rocker arm hinge seat (337) is installed at the end of the hydraulic shock absorber cylinder (331) away from the piston rod (332) and is hinged to the support roller rocker arm (31).

4. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 3, characterized in that, The support roller rocker arm (31) includes a rocker arm body (311), a shock-absorbing hinge hole (312), a track frame hinge hole (313), a weight-reducing groove (314), and a support roller mounting shaft (315). The shock-absorbing hinge hole (312) is located on the upper part of the outer wall of the rocker arm body (311). The track frame hinge hole (313) is located on the right side of the outer wall of the rocker arm body (311). The track frame hinge hole (313) connects the rocker arm body (311) to the track frame body (2) through a connecting shaft. The weight-reducing groove (314) is located in the middle of the outer wall of the rocker arm body (311). The support roller mounting shaft (315) is fixedly installed on the lower part of the outer wall of the rocker arm body (311).

5. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 1, characterized in that, An electrical control box (8) is fixedly installed at the top of the front track frame (2), a hydraulic oil tank (9) is fixedly installed on the left side of the bottom inner wall of the chassis box (1), and an engine (10) is fixedly installed in the middle of the bottom inner wall of the chassis box (1).

6. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 5, characterized in that, A hydraulic pump (11) is fixedly installed at one end of the engine (10), a hydraulic valve group (12) is fixedly installed on the right side of the bottom inner wall of the chassis box (1), and a hydraulic motor (13) is fixedly installed on the right side of the front inner wall and the rear inner wall of the chassis box (1).

7. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 3, characterized in that, One end of the shock-absorbing spring (335) abuts against the end face of the adjusting ring (334), and the other end abuts against the end of the frame hinge seat (336). The inner diameter of the adjusting ring (334) is larger than the diameter of the hydraulic shock absorber (331). The outer wall of the hydraulic shock absorber (331) is integrally provided with a threaded strip.

8. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 4, characterized in that, The rocker arm body (311) is configured as a triangular frame structure, and the rocker arm body (311) is hinged to the rocker arm hinge seat (337) through the shock-absorbing hinge hole (312). The rocker arm body (311) is hinged to the track track roller (32) through the track roller mounting shaft (315). The outer wall of the track track roller (32) is in contact with the inner wall of the track body (6).

9. The multi-road condition adaptive buffer and shock absorption tracked vehicle chassis structure according to claim 6, characterized in that, The output end of the hydraulic motor (13) is fixedly connected to the inner wall of the hub of the corresponding drive wheel (4) via a spline. The hydraulic valve group (12) is connected to the hydraulic oil tank (9), the hydraulic pump (11) and the hydraulic motor (13) respectively via oil pipelines.

10. The multi-road-condition adaptive buffer and shock-absorbing tracked vehicle chassis structure according to claim 6, characterized in that, The electrical control box (8) is electrically connected to the hydraulic pump (11), the hydraulic valve group (12), and the hydraulic motor (13), respectively.

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